D3 TDV6 S Suspension Ugrade & Gearbox query

[QPN]

I have a 2006 TDV6 S (5 seater, coil spring model) and thinking about upgrading the coil springs and shock absorbers for moderate off road work eg bush fire trails. Can anyone recommend replacement coils and shock absorbers (and any related mods) ? I previously had a 1990 3.5 RR (5 spd manual) that was upgraded by Graeme Cooper including new Bilsteins and springs and the improvement was remarkable, I would like to do the same with the TDV6 and would welcome any comments before committing.

Regarding the auto gearbox, the car has been dealer serviced from new and has done 115,000 kms - should I get the gearbox cracked open and the oil replaced ?

[~Rich~]

I can't comment on the coils as I have air but on the gearbox definitely yes!
My mechanic is recommending the fluid change every 50,000k.
Probably best at your k's to have a double flush done.
While you are at it swap the plastic pan to a steel one.

[101RRS]

Regarding the auto gearbox, the car has been dealer serviced from new and has done 115,000 kms - should I get the gearbox cracked open and the oil replaced ?

As the normal service interval is 10 years or 240,000km the dealer would not have touched the gearbox unless there had been an issues.

I believe that the maker of the gearbox, ZF state that the normal service interval should be 90,000km.

So I would be getting a "mega - flush" done.

Garry

[Kevo]

Hi, not sure if this is too late but I have a 2005 D3 coiler and I upgraded the springs and shocks to a set of Dobinsons. It gave about a 11/2 inch lift and better handling. (better on road and on gravel. Better over corrugations as well due to the fact that you are usually fully loaded and the old suspension was a bit soft although compliant)

regards
Kevo

[Bren]

I am going through the same upgrade QPN. I am going to go the Old Man emu Springs, as I had these on my Disco 1 and was very happy with the springs/shocks. I have heard the standard shocks in the Disco 3 are adequate for the extra height. I read today that the ride height for the Off Road setting in the SE airbags is 2 inches, so will be getting the height of the airbags except always i.e. over 40km/hr. As far as the cv joints go, people have been concerned about the stress on them with the lift. Considering the off road height of the airbags is 2 inches, shouldn't the cv's cope with this.
Someone will make after market heavy duty cv's if they haven't already. Surely people in the UK are using 2inch setups. I haven't researched that yet.

Cheers
Bren

[QPN]

My mechanic is recommending the fluid change every 50,000k.
Probably best at your k's to have a double flush done.
While you are at it swap the plastic pan to a steel one.[/QUOTE]

Thanks - I will get onto this, checking around on this forum the price seems to be around $1,000 incl new steel pan.

[QPN]

[QUOTE=Kevo;1830200]Hi, not sure if this is too late but I have a 2005 D3 coiler and I upgraded the springs and shocks to a set of Dobinsons. It gave about a 11/2 inch lift and better handling. (better on road and on gravel. Better over corrugations as well due to the fact that you are usually fully loaded and the old suspension was a bit soft although compliant)

Thanks Kevo, will look into the Dobinsons.

[QPN]

.......As far as the cv joints go, people have been concerned about the stress on them with the lift. Considering the off road height of the airbags is 2 inches, shouldn't the cv's cope with this.
Someone will make after market heavy duty cv's if they haven't already. Surely people in the UK are using 2inch setups. I haven't researched that yet.

Cheers
Bren

Just had the CV joints replaced plus the n/s/f drive shaft so hope this standard D3 repair will be OK with the extra 2 inches if I do increase the lift. Heavy duty cv's would have been a good option if available.

[QPN]

As the normal service interval is 10 years or 240,000km the dealer would not have touched the gearbox unless there had been an issues.

I believe that the maker of the gearbox, ZF state that the normal service interval should be 90,000km.

So I would be getting a "mega - flush" done.

Garry

Thanks Gary - yes, the dealer has not touched the gearbox but I have had no issues with it to date. Not sure why the maker would nominate 90,000 kms and LR go for 240,000/10 years - anyway once I get the replacement steel pan I can do future changes myself, I think....

[101RRS]

Not sure why the maker would nominate 90,000 kms and LR go for 240,000/10 years - anyway once I get the replacement steel pan I can do future changes myself, I think....

It is to meet some obscure EC pollution requirement for disposal of waste oil. In theory triple the period for oil replacement means one third less oil to dispose of. Also when the gearbox does play up it is well outside the warranty period.

garry

[Steve223]

Just had the CV joints replaced plus the n/s/f drive shaft so hope this standard D3 repair will be OK with the extra 2 inches if I do increase the lift. Heavy duty cv's would have been a good option if available.

Gordon from opposite lock mentioned that there are upgraded CV's available for the D3 but they cost $500 each.

[QPN]

Gordon from opposite lock mentioned that there are upgraded CV's available for the D3 but they cost $500 each.

Thanks, will look into that for future reference. Hopefully the ones I have just had replaced will be ok for a while.....

[gghaggis]

The issue of heavy-duty CV joints has been discussed quite a bit. The D3 is subjected to quite different stresses and angle than say, a D2. Heavy-duty CV's are generally advised for live axle cars when fitting diff-locks, massively oversize tyres, uprated axles etc, where drive-train loading can be expected to exceed the strength of the CV. In a D3, where you can't fit such things anyway, the CV's are more than up to the job.

The problem with the D3 or D4 are the angles that the CV's are subjected to. It is possible to exceed the safe-working angle of a CV when at emergency height and on full lock + power, more-so if using LLAMS or rods. The innards of the CV can literally fall out. This is a consequence of the design of all CV joints, and merely fitting "heavy duty" CV's won't address this. I was looking at a newly invented coupling from South Australia 4 or 5 years ago (the Thompson Coupling) when I was involved in competition work with the D3, which could work at extreme angles, but they didn't have a design that could handle the torque of the TDV6 at that stage.

Cheers,

Gordon